EP0435110A1 - Mécanisme d'une valve fluidique - Google Patents

Mécanisme d'une valve fluidique Download PDF

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Publication number
EP0435110A1
EP0435110A1 EP19900124235 EP90124235A EP0435110A1 EP 0435110 A1 EP0435110 A1 EP 0435110A1 EP 19900124235 EP19900124235 EP 19900124235 EP 90124235 A EP90124235 A EP 90124235A EP 0435110 A1 EP0435110 A1 EP 0435110A1
Authority
EP
European Patent Office
Prior art keywords
valve
port
chamber
fluid flow
fluid
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP19900124235
Other languages
German (de)
English (en)
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EP0435110B1 (fr
Inventor
Ronald L. Shellhause
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
RMS Engineering Inc
Original Assignee
RMS Engineering Inc
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Filing date
Publication date
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Publication of EP0435110A1 publication Critical patent/EP0435110A1/fr
Application granted granted Critical
Publication of EP0435110B1 publication Critical patent/EP0435110B1/fr
Anticipated expiration legal-status Critical
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
    • B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
    • B60T11/16—Master control, e.g. master cylinders
    • B60T11/22—Master control, e.g. master cylinders characterised by being integral with reservoir
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
    • B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
    • B60T11/102—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic in combination with mechanical elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
    • B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
    • B60T11/28—Valves specially adapted therefor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T137/00—Fluid handling
    • Y10T137/2496—Self-proportioning or correlating systems
    • Y10T137/2559—Self-controlled branched flow systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T137/00—Fluid handling
    • Y10T137/7722—Line condition change responsive valves
    • Y10T137/7754—Line flow effect assisted

Definitions

  • the valve member had flow sensitive fins angularly positioned in the flow path of fluid flowing through the valve chamber.
  • the valve member had a valve body with a guide pin extending upwardly from the body into the lower portion of the compensation port to maintain the valve member in lateral position relative to the valve seat formed at the bottom of the compensation port. That seat could be engaged by the valve body to close off the compensation port when the valve was moved upwardly, and could be disengaged to open the compensation port when the valve was moved downwardly.
  • a first valve member flow sensitive fin formed on the valve body, was positioned near the port to the pressurizing chamber and was angled so as to deflect the fluid downwardly when fluid pressurization in the pressurizing chamber occurred.
  • the impact force of the fluid acting on the fin moved the valve member upwardly to close the compensation port.
  • the fluid flowed under and around the valve member, passing into the outlet port and pressurizing the appropriate mechanism to be operated by the fluid pressure.
  • a second valve member flow sensitive fin also formed on the valve body and parallel to the first fin, was positioned near the outlet port so that when the pressure was released, the fluid flowing back into the valve chamber from the outlet port impinged on the second fin, forcing the valve member downwardly and opening the compensation port.
  • the returning fluid coming back through the outlet port flowed through the compensation port into the fluid reservoir and also past the valve member back into the pressurizing chamber.
  • the valve member was made of a material having a specific gravity slightly greater than the specific gravity of the fluid used so that the assembly would be self-bleeding.
  • the invention relates to flow sensitive valves of the general type shown in the above-noted U.S. Patent, and more particularly to compensation port-controlling valve mechanism adapted for use in or with master cylinder assemblies, hydraulic control systems and remote or integral fluid reservoirs.
  • the valve mechanism is sensitive to the flow of fluid from pressurizing chambers to brakes, clutches and other hydraulic pressure actuated devices. It is also sensitive to return flow in such device systems.
  • the valve mechanism has features that provide positive functional actions that cannot be deviated and are necessary because of the extremely sensitive flow conditions in the mechanism.
  • the invention has structure which controls the valve member during all fluid flow conditions, and particularly during post-release fluid flow situations, to force the valve member to the proper position for each function.
  • These functions include (1) sealing the reservoir port at the minimum flow conditions occurring with very slow apply rates; (2) causing all return flow coming back toward the reservoir and the master cylinder upon release of the master cylinder to enter either the master cylinder bore or the reservoir; and (3) causing all post-release return flow to enter the reservoir. Furthermore, during certain of the final release instantaneous positions, or during post-release flow conditions, to allow reapply demand imposed on the system to take control of the valve so that a safe, substantially instantaneous reapply is obtained.
  • valve member providing an arrangement for sealing and opening the reservoir port, either as a subassembly of a valve mechanism or as a single component mechanism. It has been found convenient to refer to the valve member, or the entire valve mechanism, as a fluidic valve, indicating that it is operated by and controls fluid flows and pressures by flow of the fluid itself.
  • valve mechanism When the valve mechanism is a multi-part assembly, it includes the valve member and a positive valve member positioning device. Some type of such positive positioning arrangement has been recognized as being very desirable to assure that the valve is always properly positioned for the function needed to be accomplished. There are conditions where the valve, when in one basic mode, can be adversely affected by other transient fluid flow situations which can occur unless a positive interface exists.
  • One such positive positioning device or interface structure is preferably a strut-like pivotable lever formed from sheet material, preferably a metal such as stainless steel, and having flow impingement areas which are acted upon by various fluid flows to move the lever so that it either prevents or permits the valve member to close the reservoir port.
  • Another device is formed as an integral part of the valve member which cooperates with a receiving chamber and is acted upon by various fluid flows to obtain similar results.
  • Eliminating the bypass holes also eliminates the need for critical location of the bypass holes. This simplifies manufacture, since only bore surface finish and stroke length remain to be controlled.
  • the outlet holes are considerably larger in diameter than bypass holes, and position tolerances for these holes are relatively liberal.
  • master cylinder bores 40% to 50% shorter because of elimination of the secondary seals and the bypass holes, only one seal being necessary per pressure chamber, machining is reduced. Shorter bore depths are more easily machined.
  • FIGURE 1 is a side elevation view, with parts broken away and shown in cross-section, showing a master cylinder assembly containing the invention, the inventive structure being located out of the plane of the cross-section view.
  • FIGURE 2 is a cross-section view taken in the direction of arrows 2--2 of FIGURE 1 and showing the valve mechanism embodying the invention in one position and condition of operation.
  • FIGURE 3 is a fragmentary cross-section view taken in the direction of arrows 3--3 of FIGURE 2 and illustrating the valve mechanism from an axial viewpoint.
  • FIGURES 4 and 5 are cross-section views similar to FIGURE 2, showing the valve mechanism in other positions and conditions of operation.
  • FIGURE 6 is an isometric view of the valve member of the valve mechanism embodying the invention.
  • FIGURE 7 is an isometric view of the positive positioning device which cooperates with the valve member of FIGURE 6 to form the valve mechanism embodying the invention.
  • FIGURE 8 is a schematic illustration of a hydraulic push-pull cable assembly using fluidic valve mechanisms as a part of a remote reservoir.
  • FIGURE 9 is a schematic illustration of the cable assembly of FIGURE 8 installed in a vehicle as a parking brake cable assembly.
  • the master cylinder assembly 10 of FIGURES 1, 2, 4 and 5 has a housing 12 formed to provide reservoir chambers 14 and 16 and a bore 18.
  • the bore has an open end 20 and a closed end 22.
  • Primary pressurizing piston 24 and secondary pressurizing piston 26 are reciprocally received in bore 18.
  • a primary pressurizing chamber 28 is defined by the bore 18 and the pistons 24 and 26.
  • a secondary pressurizing chamber 30 is defined by the secondary piston 26 and the portion of bore 18 adjacent the bore end 22.
  • a piston stop 32 in the open end 20 of the bore 18 cooperates with a washer 34 against which the rear end of the primary piston 24 may rest to provide a piston stop arrangement which positions the pistons when the brakes are released.
  • Push rod 36 extends through stop 32 and washer 34 and is connected with piston 24 so that movement of the push rod in one direction (leftwardly as shown in FIGURE 1) will actuate the master cylinder to pressurize fluid in the pressurizing chambers 28 and 30.
  • Primary seal 38 is positioned in a seal groove of piston 24, and secondary seal 40 is positioned in a seal groove of piston 26.
  • a primary piston return spring 44 is positioned in the primary pressurizing chamber 28 and operatively acts on pistons 24 and 26 through a spring caging mechanism 46.
  • a secondary piston return spring 48 is located in secondary pressurizing chamber 30 and operatively engages the bore end 22 and the secondary piston 26.
  • Both piston return springs are preferably preloaded in compression when the pistons are in the brake release position shown in FIGURE 1, with the primary piston return spring 44 having the greater preload.
  • the caging mechanism 46 establishes the precise distance that the pistons 24 and 26 are spaced apart by the spring 44, with spring 48 urging the secondary piston 26 to its released position and acting through spring 44 to urge primary piston 24 to its released position.
  • the caging mechanism 46 is more fully described in U.S. Patent 3,913,327 noted above, and is not relevant to the claimed invention other than providing a functional dual master cylinder in the system disclosed. It is therefore sufficient to note that the primary piston 24 can move relative to the secondary piston 26 so as to pressurize fluid in primary chamber 28 when the master cylinder is actuated. When the master cylinder is released, pressure-generated forces in chambers 28 and 30 and the forces of piston return springs 44 and 48 move pistons 24 and 26 toward stop 32. The greater spring force of primary piston return spring 44 assures that pistons 24 and 26 will be spaced axially apart, this space being determined by the caging mechanism which defines and limits the maximum axial space between these pistons. When the primary piston 24 is operatively seated on stop 32 and the caging mechanism is at its maximum axially extended limit as illustrated in FIGURE 1, pistons 24 and 26 are properly located in the bore 18 in preparation for the next master cylinder actuation from the full release position.
  • Primary and secondary pressurizing chambers 28 and 30 are respectively provided with ports 110 and 112 formed in the master cylinder body and located in the forward ends of their respective pressurizing chambers. Ports 110 and 112 are operatively connected to separate brake circuits, not illustrated but well known in the brake art, which contain brakes to be actuated by hydraulic pressures generated in pressurizing chambers 28 and 30 and operatively delivered to those circuits through those ports. Brake fluid is returned from each of the brake circuits to the pressurizing chambers through ports 110 and 112 when the brakes are released by releasing the master cylinder. The release of the master cylinder permits the pressurizing chambers 28 and 30 to expand as the pistons 24 and 26 are moved to their released positions. Brake fluid from the brake circuits is also returned to the master cylinder reservoir chambers 14 and 16 through compensation ports. One of the fluidic valve mechanisms to which the invention is directed controls the opening and closing of each of the compensations ports.
  • Valve mechanism 114 controls the compensation port 116 operatively connecting pressurizing chamber 30 with reservoir chamber 14.
  • a similar valve mechanism controls the compensation port operatively connecting pressurizing chamber 28 with reservoir chamber 16.
  • that mechanism and its environment is the same as that of valve mechanism 114, only one valve mechanism and its environment are illustrated and further described.
  • Port 112 extends laterally from chamber 30 and opens into valve chamber 118, which is formed in housing 12.
  • Another port 120 communicates chamber 118 with the outlet 122 which is suitably connected to a brake conduit forming a part of one of the brake circuits and the brakes in that one circuit.
  • Ports 112 and 120 are in fluid flow alignment and may be considered to be an inlet-outlet passage in which chamber 118 is formed.
  • Compensation port 116 extends from reservoir 14 to chamber 118 through a valve seat 124 formed at the point where port 116 opens into chamber 118.
  • Valve seat 124 is formed by a beveled area. This area may be a conical or a spherical annular surface segment.
  • the valve mechanism 114 includes a valve member 126 which is arranged to cooperate with the valve seat 124 to open or close the valve seat, depending upon the position of the valve member in valve chamber 118.
  • the valve member has a valve body section 128 provided with a guide pin 130.
  • the valve body section 128 has a spherically formed end segment 132 from which guide pin 130 axially extends.
  • the guide pin extends into the lower portion of compensation port 116 so as to maintain the valve member 126 in lateral position relative to valve seat 124.
  • the valve mechanism is similar to the valve member of the above noted patent. However, its flow sensitive areas are differently constructed and the preferred valve mechanism illustrated includes a separate valve member positioning device to be described.
  • the valve body section 128 is either cylindrical or slightly conical in general conformation, with its base integrally formed with and extending from a planar section 134 at an angle somewhat less than 90°.
  • Planar section 134 has an upper surface or side 135 and a lower surface or side 137.”
  • a generally rectangular opening 136 is formed through the planar section 134 so that the planar section has an end surface 138 at the opposite end 140 of the opening 136 from the valve body section 128.
  • the other opening end 142 extends upwardly through a part of the base of valve body section 128, with a wall portion 144 of the valve body section defining the upward extending portion of opening end 142.
  • Wall portion 144 is at an acute angle to the planar section 134, that angle being a smaller angle than the angle of the valve body section 128 to the planar section 134, as shown by a dashed line in FIGURES 2, 4 and 5.
  • Wall portion 144 provides a reaction area for a portion of the positive valve member positioning device 146. That device is shown in its installed cooperative position with the valve member 126 in FIGURES 2, 3, 4 and 5, and is shown separately in FIGURE 7.
  • the valve member 126 has a slot-like opening 148 in the end surface 150 of planar section 134. Opening 148 is located in the end of planar section 134 which is opposite its end surface 138, and is near the valve body section 128. It extends laterally across the planar section 134.
  • the valve member 126 is also provided with legs 152 and 154 which are formed integrally with the sides 156 and 158 of planar section 134, the legs extending in parallel planes slightly outward from the planar section 134 on either side of opening 136 on the same side of the planar section as valve body section 128.
  • the legs also continue to extend in the parallel planes from the other side of the planar section 134, as shown by leg sections 160 and 162, terminating in laterally spaced and preferably rounded ends 164 and 166.
  • Legs 152 and 154 are of equal length and preferably lie in parallel planes which are perpendicular to planar section 134. The space between the legs is effectively a continuation of the opening 136.
  • the valve member positioning device 146 is preferably made of a thin sheet of metal such as stainless steel. From its center portion 170 it has a bent section composed of two bends made at opposite angles, with the corner 172 of one bend defining a stop surface or line which is engagable with the valve body section wall portion 144.
  • the positioning device has a first fluid flow impingement section 174 extending from bend corner 172 to the outer end 176 of the device. It has a second fluid flow impingement section 178 extending from the second bend 180 of another pair of opposite angle bends formed at the other side of its center portion 170 from bend corner 172. Bend 180 defines a pivot line for the device.
  • the portion 182 of the device connecting the two bends near bend corner 172 and the portion 184 of the device connecting the two bends near bend 180 extend from the same side of the plane containing the device center portion 170.
  • the device portion 184, the center portion 170, the device portion 182 and the first fluid flow impingement section 174 are slightly narrower in width than the widths of openings 136 and 148 so that they can be inserted therethrough.
  • the second fluid flow impingement section 178 of device 146 extends laterally outward at bend 180 so as to define shoulders 186 and 188.
  • Second impingement section 178 is curvilinear in edge view, as shown in the drawings, being concave on the side facing the first impingement section 174, and is generally oval in its plan shape. Its terminates at end 190 of device 146.
  • the device 146 is assembled into the valve member 126 by inserting the first impingement section 174 through opening 148 from the side of the planar section 134 on which the valve body section 128 is located, until shoulders 182 and 184 engage the surface of planar section 134 on either side of opening 148, at the same time pivoting the device so that the second impingement section 178 clears the valve body section 128. This pivoting movement is continued until the first impingement section 178 extends into the opening 136 and bend corner 172 engages wall portion 144 as shown in FIGURE 2. This assembly forms the valve mechanism 114.
  • valve mechanism is inserted in valve chamber 118 before the port plug 132 through which port 120 is formed is pressed into position, legs 152 and 154 being inserted first.
  • plug 132 When plug 132 is pressed into position after the valve mechanism is installed, its inner end defines one end wall of the valve chamber 118.
  • the guide pin 130 is pointing upward so that it fits within the compensation port 116 when the valve mechanism is in proper functioning position.
  • the end 190 of the positive positioning device 146 is also pointing upward during insertion.
  • the valve mechanism reaches its functional position shown in FIGURES 2 and 3, the rounded leg ends 164 and 166 are touching the beveled end portion 192 of valve chamber 118 through which port 112 opens into the valve chamber.
  • This touching relationship provides an axial position limit for movement of the valve mechanism toward port 112 when the valve mechanism is entrained in fluid flow back into the pressurizing chamber 30 occurring upon release of the master cylinder.
  • the corners 194 and 196 of the valve member planar section 134 also touch the cylindrical wall surface 198 defining the right cylindrical portion of valve chamber 118.
  • the positive positioning device 146 is in the position illustrated in FIGURE 2. This presents the underside 200 of the first fluid flow impingement section 174 to any fluid flow from port 112 into the valve chamber 118, and the upper side 202 of impingement section 174 to any fluid flow from either port 116 or port 120 to port 112.
  • valve mechanism 126 When the master cylinder 10 is actuated, the valve mechanism 126 is moved from the position shown in FIGURE 2 to its position shown in FIGURE 4. Compensation port 116 is closed by the valve member body section 128 and actuating fluid under pressure flows through valve chamber 118 from port 112 to port 120 and then through outlet 122 into the circuit connected to that outlet. Flow direction arrows indicate this flow. So long as there is no flow back into the valve chamber 118 through port 120, the valve mechanism 126 will stay in the valve closed position.
  • the valve member positioning device 146 functions as a valve lockout strut upon the beginning of return flow as the master cylinder is being released. It moves on the least occurrence of return flow from the port 120 into the valve chamber to open the valve and then prevent the valve from sealing. This is the valve mechanism position shown in FIGURE 5. Flow direction arrows indicate this return flow as well as compensating flows into and out of the reservoir chamber as they occur.
  • valve mechanism After the release of all of the fluid pressure in the brake circuit, so that no more fluid flow is taking place in the valve chamber, the valve mechanism returns to the position shown in FIGURE 2. However, before such stasis occurs, there is a slow return flow from the brakes and the brake lines caused by seal and brake line recovery. This return flow, even though very slow, is sufficient to keep the device 146 so positioned as shown in FIGURE 4 that the valve will not reseat.
  • any apply operation of the master cylinder again causing fluid flow from port 112 into the valve chamber 118 acts on the device 146, and particularly on its under surface 200, pivoting it clockwise as seen in FIGURE 4, about pivot line 180 and moving its end 172 downwardly and away from contact with the valve chamber wall surface 198, immediately deactivating the lockout function of the device.
  • This pivoting movement of device 146 about pivot line 180 results in the stop line or surface 172 engaging the valve body wall 144, preventing further pivoting movement of device 146 relative to the valve member 126 and the fluid flow impingement forces acting on the valve mechanism move it back to the position shown in FIGURE 4.
  • the brake apply fluid flow from port 112 impinging on the under side 200 of the first fluid flow impingement section 174 achieves this.
  • the area of under side 200 is in the nozzle effect flow area created by port 112.
  • valve member planar section 134 While the surfaces 200, 202, 204 and 206 of device 146 are the primary fluid flow impingement areas, the upper and lower sides of valve member planar section 134 may also be subjected to some fluid flow impingement which generates forces contributing to desired valve mechanism movements.
  • a remote reservoir with fluidic valves If a remote reservoir with fluidic valves is used, no valves are necessary in the master cylinder. It becomes simply a tube with outlets, further simplifying its manufacture.
  • a hydraulic brake system with such an arrangement can be used in tractor-trailer combinations with quick disconnect brake line fittings. It is particularly conducive to the use of silicone brake fluids, because there are at most only a few drops of fluid lost when disconnecting and reconnecting the quick disconnect fittings, and this occurs at a point intermediate the tractor and trailer so that the silicone fluid does not touch any paint which might otherwise be damaged by brake fluid. Any air included with the quick disconnect operation is quickly dispersed into the remote reservoir by the fluidic valves as above described.
  • FIG. 8 and 9 incorporates the use of a remote reservoir and fluidic valves controlling the fluid communication between the reservoir and the hydraulic circuits of the assembly.
  • an actuator/servomotor 300 shown schematically as having a housing 302 constructed to provide an inner housing section 304 and an outer housing section 306 positioned concentrically about the inner housing section 304.
  • An opening 308 in the closed end wall 310 of housing 302 is provided with a seal 312.
  • a push rod 314 extends through opening 308 in reciprocal sealing relation with seal 312.
  • Housing inner section 304 has a chamber 315 therein.
  • a piston stop 316 is provided in the chamber outlet/inlet end 318, and a piston 320 with a peripheral seal 322 is sealingly and reciprocally received in chamber 315, dividing that chamber into a rear chamber section 324, located axially between end wall 310 and the rear face of the piston 320, and a front chamber section 326, located axially between the front face of the piston 320 and the outlet/inlet 318.
  • An annular chamber 328 is located radially between the inner housing section 304 and the outer housing section 306. Chamber 328 has an annular inlet/outlet 330 located generally outward of the outlet/inlet 318 of chamber 315.
  • An aperture 332 in the inner housing section 304 is located adjacent end wall 310 and provides a fluid connection between chamber section 324 and annular chamber 328.
  • a concentric two-conduit hose 334 has an inner conduit 336 and an outer conduit 338 respectively secured about outlet/inlet 318 and inlet/outlet 330 by securing means 340 and 342 so as to separately conduct hydraulic fluid to and from them without leakage either to atmosphere or between the front inner chamber section 326 and annular chamber 328.
  • Conduits 336 and 338 cooperate to define the inner hose passage 344 and the annular outer hose passage 346. These passages separately conduct fluid to and from the respective chambers 326 and 328 to which they are openly connected.
  • actuator/servomotor 300 is also provided, and the same parts are identified with the same reference characters, but with a prime mark.
  • Actuator/servomotor 300 may be considered to be the master unit and actuator/servomotor 300' to be the slave unit. Of course, these units need be only functionally comparable rather than physically identical.
  • a reservoir assembly 350 includes a reservoir housing 352 schematically illustrated as being made in two sections 354 and 356 for assembly purposes, the two sections being sealingly joined at split line 358.
  • housing 352 has a main body portion 360 and a reservoir chamber portion 362, portion 362 being located on the upper side of portion 360. They have a common wall 364.
  • Housing main body portion 360 has two passages formed axially therethrough, passage 366 being the inner passage and passage 368 being the annular outer passage surrounding the inner passage. Passages 366 and 368 respectively have inlets/outlets 370 and 372 at one end of housing main body section 360 and outlets/inlets 374 and 376 at the other end of housing main body section 360.
  • Inner passage 366 has a valve chamber 378 formed therein, that chamber being defined by the portion of the inner wall 380 between valve chamber ends 382 and 384.
  • the valve chamber ends are schematically illustrated as being annular plugs press fitted in inner passage 336 in axially spaced relation. They respectively have ports 386 and 388 formed axially therethrough.
  • Valve mechanism 390 is contained in valve chamber 378.
  • a compensation port 392 extends from valve chamber 378 into the reservoir chamber 394, and its end opening into valve chamber 378 is provided with a valve seat 396.
  • reservoir chamber 394 is a single chamber, it may be divided into two reservoir chambers when appropriate, as in a remote reservoir dual circuit service brake system. In the push-pull hydraulic cable arrangement of FIGURES 8 and 9, however, it is preferable that it be a single reservoir.
  • valve chamber 378', valve mechanism 390', compensation port 392' and related structure are provided in and for outer passage 368. Therefore the same reference numbers, with prime marks, are used to identify the same or comparable structure.
  • Valve chambers 378 and 378' are comparable to valve chamber 118.
  • Valve mechanisms 390 and 390' are comparable to valve mechanism 114.
  • Ports 386 and 388 and ports 386' and 388' are respectively comparable to ports 112 and 120.
  • Ports 392 and 392' are comparable to port 116.
  • Valve chamber ends 382 and 382' are comparable to valve chamber end 192, and although not so shown schematically, may be beveled in the same manner.
  • hose 334 is connected to housing main body portion 360 so that inner chamber front section 326 and hose inner passage 344 are connected to inner passage 366 at inlet/outlet 370, and outer chamber 328 and outer hose passage 346 are connected to outer passage 368 at inlet/outlet 372.
  • hose 334' is connected to housing main body portion 360 so that inner chamber front section 326' and hose inner passage 344' are connected to inner passage 366 at outlet/inlet 374, and outer chamber 328' and outer hose passage 346' are connected to outer passage 368 at outlet/inlet 376.
  • Piston 320' displaces hydraulic fluid from chamber section 324', causing it to flow through outer chamber 328' into hose outer passage 346', which conducts it to outlet/inlet 376. It then flows through port 388', acting on valve mechanism 390' to assure that port 392' is open.
  • valve chamber 378' may continue through outer passage 368 and be conducted to chamber 328 through hose outer passage 346 so that it can enter chamber section 324 through aperture 332 to compensate as that chamber section increases in volume. Because that chamber section tends to be at a negative pressure as piston 320 is moved in the actuating direction, hydraulic fluid may also enter valve chamber 378' from reservoir chamber 394, assuring that there is no shortage of hydraulic fluid for chamber section 324.
  • valve mechanism 390 When the fluid flows through port 388, it acts on valve mechanism 390 to open port 392.
  • the fluid flows through port 386 and inlet/outlet 370 into hose inner passage 344, which conducts it to outlet/inlet 318 and chamber section 326, keeping that chamber section fully compensated as it increases in volume because of the rightward movement of piston 320.
  • Any compensating fluid needed from reservoir chamber 394 is provided through port 392 and valve chamber 378.
  • the higher pressure will act on the valve body and force it away from its valve seat to open the compensation port to the valve chamber and permit fluid to be supplied from the reservoir chamber for compensation.
  • actuator/servomotor 300 may be a brake or clutch master cylinder, and actuator/servomotor 300' may be a brake wheel cylinder or a clutch actuator, by way of example.
  • FIGURE 9 shows a system similar to that of FIGURE 8 specifically adapted to a vehicle parking brake system so that the hydraulic cable takes the place of the Bowden type cable in common use. Similar elements are assigned similar reference numerals in the 400 series rather than in the 300 series of FIGURE 8.
  • the servomotor/actuator 400' is operatively connected by its push rod 414' to the vehicle parking brake (not shown) so that it applies the parking brake in one direction of movement and releases the parking brake in the other direction of movement. It is functionally the same as servomotor/actuator 300', but is simplified by the use of parallel hose conduits 436' and 438' instead of concentrically disposed conduits.
  • the actuator/servomotor mechanism which is controlled by the vehicle operator to apply and release the parking brake may be of the same construction as the servomotor/actuator 400', but is here illustrated as being separated into separate apply and release actuators 400 and 401.
  • These are simple hydraulic cylinders with a piston reciprocally movable in each cylinder, the pressure chambers of the cylinders being connected to the reservoir and valve assembly 450.
  • the push rod 414 is a common push rod connected to both pistons (not shown), and it in turn is illustrated as being schematically connected to a parking brake apply handle or pedal 498. If it is an apply handle, it is usually pulled rightwardly to apply the parking brake. If it is an apply pedal, it is usually moved leftwardly as seen in the drawing.
  • the handle or pedal 498 is understood to have appropriate ratchet or similar mechanism by which the linkage actuated by it may be latched in the parking brake apply position and may be released when desired. Further description will be on the premise that element 498 is a handle to be pulled rightwardly by the vehicle operator to apply the parking brake.
  • Actuator 400 is connected by hose 436 to one inlet/outlet of assembly 450 comparable to the inlet/outlet 370 of assembly 350 in FIGURE 8.
  • Actuator 401 is connected by hose 438 to the other inlet/outlet of assembly 450 comparable to the inlet/outlet 372 of assembly 350 in FIGURE 8.
  • Assembly 450 may be constructed similar to assembly 350, but its passages comparable to passages 366 and 368 of assembly 350 are parallel passages and not concentrically arranged passages.
  • the valve chambers and valve mechanisms in assembly 450 may still be axially spaced apart much as they are in assembly 350. Also, because the two fluid circuits are kept separate except for the reservoir chamber, it may be desirable to have separate reservoir chambers for each circuit.
  • the reservoir housing portion 462 may be internally divided to provide two chambers. Such arrangements are well known in the master cylinder reservoir art.
  • the hoses 436' and 438' are respectively connected to the outlets/inlets of assembly 450 which are functionally comparable to the outlets/inlets 374 and 376 of assembly 350. As noted above, these outlets/inlets will be parallel and not concentrically disposed since the passages within the main body portion 460 comparable to passages 366 and 368 are parallel rather than concentrically disposed. The same is true of the inlets/outlets at the opposite ends of these passages.
  • the parking brake handle 498 and its associated latching mechanism latches the handle, and therefore the linkage controlled by it (including push rod 414), in the parking brake applied position.
  • the parking brake apply pressure is maintained in actuator chamber 426' and the valve in the valve chamber associated with hose 436' remains closed because of the pressure differential acting across the valve member effective area exposed on one side to the relatively high apply pressure and on the other side to the substantially atmospheric pressure of the fluid in the reservoir.
  • the parking brake handle 498 When the parking brake handle 498 is released, it is moved leftwardly as seen in FIGURE 9, and the system functions in the reverse manner comparable to the release function of the system of FIGURE 8.
  • the open compensation port is closed and the closed compensation port is opened by the fluidic valves in their respective valve chambers, pressure is released in chamber 426' and applied in chamber 424', moving the push rod 414' leftwardly and releasing the parking brake.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Transmission Of Braking Force In Braking Systems (AREA)
EP19900124235 1989-12-28 1990-12-14 Mécanisme d'une valve fluidique Expired - Lifetime EP0435110B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US458315 1989-12-28
US07/458,315 US5003780A (en) 1989-12-28 1989-12-28 Fluidic valve mechanism

Publications (2)

Publication Number Publication Date
EP0435110A1 true EP0435110A1 (fr) 1991-07-03
EP0435110B1 EP0435110B1 (fr) 1995-03-08

Family

ID=23820298

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19900124235 Expired - Lifetime EP0435110B1 (fr) 1989-12-28 1990-12-14 Mécanisme d'une valve fluidique

Country Status (3)

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US (1) US5003780A (fr)
EP (1) EP0435110B1 (fr)
DE (1) DE69017626T2 (fr)

Cited By (1)

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WO2002028701A1 (fr) * 2000-09-29 2002-04-11 Freni Brembo S.P.A. Actionneur hydraulique pour véhicules dirigés par un guidon

Families Citing this family (4)

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Publication number Priority date Publication date Assignee Title
US5182911A (en) * 1991-02-01 1993-02-02 Rms Engineering, Inc. Hydraulic pressure actuating systems with pivotable mounting
US5261235A (en) * 1991-02-01 1993-11-16 Rms Engineering, Inc. Hydraulic pressure actuating systems and reservoirs for same
US5348040A (en) * 1992-11-02 1994-09-20 Rms Engineering, Inc. Fluidic valve mechanism
FR2828465B1 (fr) * 2001-08-08 2003-10-24 Bosch Gmbh Robert Dispositif de freinage utilisant un servomoteur a maitre cylindre integre

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US3913327A (en) * 1974-06-12 1975-10-21 Gen Motors Corp Flow sensitive valve mechanism
US4099707A (en) * 1977-02-03 1978-07-11 Allied Chemical Corporation Vehicle moving apparatus
US4774809A (en) * 1985-02-09 1988-10-04 Tokico Ltd. Tandem type master cylinder with pressure proportioning valve deactivated by a slidable actuating member
USRE32814E (en) * 1984-07-23 1989-01-03 Automotive Products, Plc Hydraulic cylinder modular structure

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US2315370A (en) * 1940-07-31 1943-03-30 Reynolds Gas Regulator Co Fluid pressure regulator
US2274308A (en) * 1941-04-19 1942-02-24 Carl A Tschanz Multiple way fluid control valve
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US4617959A (en) * 1985-10-04 1986-10-21 Nippondenso Co., Ltd. Check valve assembly for pipeline system

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Publication number Priority date Publication date Assignee Title
US3913327A (en) * 1974-06-12 1975-10-21 Gen Motors Corp Flow sensitive valve mechanism
US4099707A (en) * 1977-02-03 1978-07-11 Allied Chemical Corporation Vehicle moving apparatus
USRE32814E (en) * 1984-07-23 1989-01-03 Automotive Products, Plc Hydraulic cylinder modular structure
US4774809A (en) * 1985-02-09 1988-10-04 Tokico Ltd. Tandem type master cylinder with pressure proportioning valve deactivated by a slidable actuating member

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2002028701A1 (fr) * 2000-09-29 2002-04-11 Freni Brembo S.P.A. Actionneur hydraulique pour véhicules dirigés par un guidon
JP2004510623A (ja) * 2000-09-29 2004-04-08 フレニ・ブレンボ　エス・ピー・エー ハンドルバーによる制御が可能な乗り物用油圧ポンプ
US6922994B1 (en) 2000-09-29 2005-08-02 Freni Brembo S.P.A. Hydraulic pump for vehicles controllable by handlebars
JP4846966B2 (ja) * 2000-09-29 2011-12-28 フレニ・ブレンボ エス・ピー・エー ハンドルバーによる制御が可能な乗り物用油圧ポンプ

Also Published As

Publication number Publication date
DE69017626T2 (de) 1995-10-12
US5003780A (en) 1991-04-02
EP0435110B1 (fr) 1995-03-08
DE69017626D1 (de) 1995-04-13

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